gt28rs vs 19T vs 16g: getting parts ready
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Joined: Jun 2006
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From: Republic of Dallas
I may get on a dynojet tomorrow, hopefully I don't break it with my massive, intoxicating torque.
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Joined: Jun 2006
Posts: 29,085
Total Cats: 375
From: Republic of Dallas
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Junior Member
Joined: Mar 2009
Posts: 221
Total Cats: -1
From: maine
guys the dyno is just a tool to help you get the most out of your car. they all read different to a point. Yes a load dyno is going to be lower. But for the purpose of tuning they both work.
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I get what you're trying to say here, but you can't fully tune a car on a Dynojet. They are absolutely worthless IMO.
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I thought dynojets were good??? In ground chassis dyno Dynojet 224X 2wd In-Ground Chassis Dyno was what mine was tuned on. Why are they crap?
I'm just going to drive to Atlanta to get my car tuned next time.
I'm just going to drive to Atlanta to get my car tuned next time.
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I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.
The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.
The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
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Let me guess, they just did pull after pull after pull without any driveability tuning?
I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.
The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.
The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.
The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.
The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
I wish we lived closer to each other.
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Joined: Mar 2009
Posts: 221
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From: maine
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Let me guess, they just did pull after pull after pull without any driveability tuning?
I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.
The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.
The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
I spend 30 minutes at the beginning of every dyno session with the load-bearing function, going through 80% of the fuel map (everything under 5500rpm and ~150kpa) and dialing in the AFRs at every RPM and load range. 90% of the benefit of a dyno is in this - what would take you like 3-4 hours to get perfect on the road (or a couple dozen VEA logs) can be done in 30 minutes on a dyno - and 3-4 hours assumes you have a driver who knows EXACTLY what needs to be done, and brakes good enough that you can hold 4-5psi at 5000rpm in 3rd gear without melting the crap out of them. The cars I tune roll off the dyno with perfect driveability, every time.
The rest of the time can be done on a Dynojet, but who cares, because it can also be done on highway onramps.
The only Dynojets worth anything are the load-bearing ones, and if your operator isn't bragging about that then he probably doesn't have it (and doesn't want you know that he's too cheap/stupid to have it).
Trackmasters, Inc
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He did soem normal cruise rpms before doing the longer pulls and adjusting spark/fuel.
Trackmasters, Inc
Trackmasters, Inc
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279 whp / 270 wtq (on a Mustang dyno) boost peaks at 22 and then tapers to 20. I'm happy but I want 300's now and it isn't gonna happen with my lack of flow. My cast mani and 2.5" dp need to go. Soon as I get them replaced I'll be going back. I'm also going to need an intake manifold to cure the massive torque drop to red line. But I'm happy, the car is a blast to drive and it still has plenty more potential.
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So, give me your recommendations for tuners withing 4 hrs of huntsville, AL. This would include Atlanta, Memphis, Knoxville, Chattanooga, Birmingham, etc.
However, since my diypnp came from Atlanta, Atlanta seems like a logical choice.
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